A coepogr-ation



May 26, 192.5.

F. H. NICHOLSON RAILWAY 'rAFFIc CONTROLLINQAPARATUS 'May 26, 19.25. l

` F. H. NICHOLSON RAILWAY 'rnAFFxc coNTnoLLING APPImM-us riginal Filed Dec. 21, 191B/ l 3 sneetslsheet 2- )l 1 l. l. l l l l I v INVNTR May 26, 1925. F. H. NICHOLSON RAILWAY TRAFFIC coNTRoLLING APPARATUS 3 Sheets-P55591. 5

INVENTORI UTALMM QZ-M ,5l-1. ATTORNEY Original Filed Dec. 21,

Reissuecl 'May 26, 1925.

UNITED ASTATES PATENT OFFICE.

FRANK n. NICHOLSON, OF PHILADELPHIA, PENNSYLVANIA, AssIc-:fNOrt To THE UNION SWITCH & SIGNAL COMPANY, 0F 4SWISSVALIL,

0F PENNSYLVANIA.

PENNSYLVANIA, A CORPORATION 'RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Original application iled December 21,119.18, Serial No. 267,773. Renewed .Tuly 14, 1921, Serial No.

484,759. Urignal No. 1,405,552, dated February 7, 1922. Application' for reissue iled August 28,

1924. Serial No. 734,809.

`To all whom t `may concern: y

Be it known that I, FRANK H. NICHOLSON, a citizen of the United States, residing at Philadelphia-in the county of Philadelphia and State of Pennsylvania, vhave invented certain new and useful Improvements in Railway-Tralhc-Controlling Apparatus, of which the following isa specification.

My invention relates to railway traflic controlling apparatus, and particularly to speed controlling apparatus for railway rcars or trains.

One feature of my invention is the provision of means onv a railway vehicle for applying the brakes when a restrictive indication is received from the trackway if the speed of the vehicle is above a fixed submaximum value, and means for delaying the operation of such apparatus, after the restrictive indication is received, for a vdistance of vehicle travel which dependsonthe speed, the lower the speed the greater beingthe distance which the vehicle will travel before `the brake application Occurs..

I will describe one form of apparatus embodying my invention, and will thenpoint outA the novel features thereof in claims.

In the accompanying drawings, Fig. 1 (two sheets) is a view, partly in section and partly diagrammatic, showing one form'of vehicle-carried .apparatus embodying myl invention. Fig. 2 is a diagrammatic view showing one formof trackway apparatus' which may be employed tocontrol the vev hicle-carried apparatus shown in Fig. 1, and i also showing curves illustrating t-he operation of the apparatus shownlin Fig. 1 under variousl conditions.

Similar reference characters refer to similar parts in eachof the views.

Referring first to Fig. 1, it is understood that all of the apparatus shown herein, ex'- cepta contact rail A, is carried by aN railway vehicle, such as a car or locomotive, andv that such vehicle is provided with a braking system of the usual fluidpressure type. The only part of this braking system which is shown in the drawing, however, is the 0perating handle of the engineers brake valve, ythis part beingv designated brake valve handle.A Attached to this handle is a cam 2 which controls a valve V, this valve being ope'n,'it opens a biased vto the closed position by a spring 5.

The cam is vso designed `that valve Va is open when the valve handle is inrunning, releasei7 and lap positions, but closed when. the handle is in service or emergency position. When the valve Y is through auport 7.

The reference character V designates a valve device comprising av larger cylinder 8 and a smaller cylinder 9 `in axial alignment.

The larger .cylinder is vconnected with the i' equalizing reservo-ir of-,the braking system through a pipe 12,^an'd the: smaller cylinder 9 connected with the `low pressure side of the feed valve of the braking jsystem pipe 6 to 'atmosphere f through apipe 13. The. large-r cylinder conf Aequalizing reservoir, vhence at such time thev three pistons 10,15 and 11l are'moved to the eXtreme right owing toA the fact that `the area of piston 10 is greater than that of piston 11, and because the "chamber between pist-ons 10 and `15 is connected to atmosphere through a portGG. When a service application of `the brakesis made, however, the l pressure in the equalizing reservoir is reduced while that on the low pressure side of the feed valve` remains substantially the s amev asv before.

The relative areas of the pistons are such tliat, when the pressure in t-heequalzingreservoir .is reduced by an amount corresponding to a predetermined `brake application, such as, for example, a

reduction of 15 lbs. from its initial pressure,

the actual pressure on piston 11 exceeds that on piston 10 so that the pistons then vm'ove tO the left.V /Vhen the pistons are at the; ex-4 tremel right-as shown in the drawing, the

pipe 6 is opened to cylinder 9 between pistons 11 and 15but when the pistons move t'o the leftpiston 11 covers the port by which pipe 6 enters the valve body `and so disconnects this pipe from cylinder 9. 1

.Reference character 16 designates a1 pipe the right-hand end of which leads into the upper end of a cylinder 17 which is integral with the casing of the valve device V. The upper end of the cylinder 17 also communicates with cylinder 9 by a port 20 which is so located that it is always between pistons 11 and '15 regardless of the position of these parts. The connection between pipe 16 and port 2O is, however, controlled by a plunger 18 in such manner that when this plunger is in its uppermostposit'ion, as shown in the drawing, it disconnects pipe 16 from port 20, but that when the plungerk moves downwardly pipe. 16 is opened to port 20 and so to cylinder 9. The lower end of the cylinder 17 is connected with a pipe 21, which is normally closed but which may at times be opened to atmosphere by means hereinafter explained. The plunger 18 is provided with a port 18a of small area, so that normally the same pressure exists on both the Lipper and the lowerIl sides'of this plunger. At such times the plunger occu'- pies its uppermost position owing to the action of a'spring 19. If, however, pipe 21 is opened to atmosphere, the pressure on the upper surface of the plunger overbalances the pressure exerted by the spring -19 so that the plunger moves downwardly and connectsjpipe 16 with portl 20.

i Pipe 16 leads to a valve QM, hereinafter explained, which valve is normally open,Vv

as shown, so that this pipe is connected with a pipe 4. The latter pipe enters a second 'valve QH which is alsonormally open so that pipe 4 is connected with a pipe 3.' This pipe leads to a brake application valvek device F which is constructed as follows:

The valve device F comprises a chamber 77 in which is a slide valve 78. The slide valve is controlled bya p-iston 79 which is rigidly connected with the valve and which operates in a cylinder 77a integral with the body of the. valve. The valve chamber 77 is constantly connected with the main reservoir of the braking system through a pipe 81. lVhen the slide valve occupies its extreme right hand position, as shown in the drawing, the main reservoir is connected with the supply pipe of the feed valve o-f the braking system through a pipe 82, so that the brakes are thenI under the control of the operator of the vehicle; but when the slide valve is shifted to the left it covers the port leading to pipe 82 and so disconnects the feed valve from vthe main reservoir, whereby the operator can not then release the brakes by manipulation of his brake valve handle. B. P. represents'a pipe opening into the seat on which the'slide valve operates, and which pipe leads to the train pipe of the braking system. Then the slide valve is in the position sho-wn, it covers the pipe B. P. so that no automatic a plication of the brakescan occur. When tlie slide valve moves to the left, however,

' ground ,in order to operate the valve.

a cavity 86 in the slide valve connects the pipe B. P. with an exhaust port 83, so that the pressure in the brake pipe is reduced and an automatic application of the brakes occur.

The slide valve 78 and Vpiston 79 a-re biased to the right by a spring 80, so that when the air pressures on the two sides of the piston are equal, the slide valve occupies its right hand position, as shown. The air pressures on the two sides of this piston are equal when pipe 3 is closed, for the following reason: Main reservoir pressure is constantly exerted on the right hand side of the piston, and the piston is provided with a small port 7 9"l through which the main reservoir pressure may flow to the left hand side of the piston. The left hand end of cylinder 77 a is normally connected with pipe 3 through a port 9() and a cavity 85 in the slide valve. lVhen, therefore, pipe 3 is closed, the air pressures on the two sides. of the pistons are equal so that the slide valve occupies its right hand position owing to the influence of spring 80.

I will nowlassume that pipe 16 is opened to atmosphere through valve V, pipe 6 and valve Va, as hereinbefore explained, and .that valves QH and QM are open, as shown. This causes a reduction in pressure on the left hand side of piston 79, so that the press ure on the right hand side of this piston is then sufficient to move the piston and the slide valve 78 to the left against the action of spring` 80. This movement of the slide valve opens pipe B. P. to atmosphere through the exhaust port 83 and so causes an automatic application of the brakes. This movement of the slide valve also disconnectsthefeed valve supply pipe 82 from the main reservoir and' so removes the control of the brakes from the operator of the car or train. This movement of the slide valve, furthermore, disconnects pipe 8 from port 90 and connects port 90 with a port 87, which is normally opened to atmosphere, through an exhaust port 88.y The left hand end of cylinder 77a is then connected with atmosphere through this exhaust port., so that the slide valve remains in vits left hand position until the exhaust of air from vport 87 is discontinued. This exhaust may be discontinued by means of a push button valve 89, which is located in such position on the vehicle as to require that the operator shallY leave his cab and descend to the It follows, therefore, that once an automatic application of the brakeshas occurred, the vehicle must come to a full stop before thev brakes can be released. That is, the construction of this valve device"F is such that after it has once been moved to brake nectcd from atmospherewithout affecting tial position bythe operation of the push button 89. p

Assuming for present purposes that valves QM and QP are open'as shown, so that pipe 16 is connected with pipe 3, the operation i of the apparatus. thus far described is as follows:- y

As'long as pipe 21 is closed, plunger 18 remains in uppermost position, so that pipe -16 is closed and no automatic application of the brakes occurs. When, however, pipe 21 is opened to atmosphere, plunger 18` moves downwardly so that pipe 16 is connected with cylinder 9 of valve device V.

If the pistons 10, 15 and 11 of this valve 'device are in the positions shown, air can flow from pipe 16 into `pipe 6, and if valve V is open, the air canpass through this valve and out to atmosphere through port '7. Undersuch conditions, therefore, the pressure in pipes 16, 4 and 3 is reduced so that an automatic application of the brakes is effected by valve device F. If, however, when pipel 21 is open to atmosphere, 'the brake valve handle is in the service or `emergency position, valve Va is closed so that the exhaust of air from pipe 16 is prevented at this point. Furthermore, if the equaliiing reservoir p-ressure has already been reduced by 'such 'an amount as to cause the predetermined service application of the brakes, pistons 10, 15 and 11 will have been moved to thegextreme left, thereby discon- 4' necting pipe 6 from pipe 16, so that the reduction of pressure in'pipe 16 will be prevented by pistonll, and 'valve device F will not be affected. k- It will be seen, therefore, that operation of valve device F is prevented if the brake valve handle is in service or'emergency position, or if an application of the` brakes of at least the predetermined amount is already in effect; and it willfurtherrnore be seen that if the prede.- termined service application is already in effect, the brake valve. handlemay be returned tothe lap position and the operation of the brake valve device F Ywill still be prevented.

Pipe 2-1 leads to a valve D which is nor- A mally closed but which may be opened at times by "means hereinafter explained, so

As long as valve D is closed, the plunger 18 l remains in its uppermost position, when,

however, the valve D isopened, pipe 21 is opened to atmosphere, whereupon plunger 18 moves downwardly owing tothe reduction in the air pressure on its under side.

n It will, of course,`beobserved that when valve 4D is opened, pipe 16 is connected with atmosphere. through the'port 18a and pipe 21;, even though piston 11 covers the opening to pipe 6 or valve Va is closed. The

air pressure in pipe 21 on the under side ofv the valve. `This valve may be opened, however, by the action of a cam N against'a head 24 attached to the stem of the valve, and'when this occurs pipe 21 is opened to atmosphere through a port 24a in the valve body. The cam'N is shifted in a substantially vertical path by a speed responsive deviceC, and in a substantially horizontal path by a device W which imposes certain speed limits on the vehicle in accordance with traffic conditions in advance. These two devices which control cam N will be described separately.

The speed responsive device C, which, as here shown, is in the form of a centrifuge, comprises a shaft 25 which is journalled in a bearing 26 and which is operatively connected with a wheel of the vehicle through the medium of a 4gear wheel 22, so that this shaft rotates'at a speed which is proportional to the actual speed of the vehicle. The shaft 25 is provided withvdiametrically disposed yokes 25a'in which are pivotally mounted the two bell cranks 27 of the centrifuge. The inner arms of these cranks are slotted to receive a pin 35 passing through a rod 28, which rod is guided by -shaft 25 and is free to reciprocate verticallytherein.

kThe lower end of rod 28V is provided with y through a horizontal slot in the cam N.

The centrifuge C is biased tothe closed position by a spring 92 which abuts against the bracket 93 and a collar 911I attached to rod 91, but when the vehicle is in motion the centrifuge opens to an extent proportional to Vthe speed of. the vehicle. The'verticalvposition of rod 91 depends, then on the actual speed atwhich the vehicle is moving. lCain vN is pivoted` at point 96a inv a head 96 forming part of the device W. l It will be seen, then, that vertical movements of rod 91 will shift the cam around its pivotal point 96aL as a center, and that the distance which the cam is shifted from its uppermost .position is substantially propor-v tional tothe actual speed of the vehicle.

The spele-d limit device W comprises three cylinders 33, 34 and 38 in axial alignment, which cylinders are provided with pistons 30, 31 and 32 respectively. Pistons 30 and 31 are rigidly connected by arod97, which rod carries the head 96 to which the cam N is pivotally attached. It will be seen, therefore, that longitudinal movements ot these two pistons will cause the cam to beV shifted in a horizontal path. Air pressure from a suitable source, suchvas the main reservoir of the braking system, is constantly supplied to the left-hand end of cylinder 34 and to the right-hand end of cylinder 33 by a pipe 98, and owing to the difference inthe sizes of pistons and 31 this pressure alone biases these two pistons to the right. Entering the right-hand 4end of cylinder 34. however, is another pipe 99 to which air pressure is at times supplied from the same source. Then this occurs, the pressure on the opposite sides ot piston 31 are opposite and equal, so that the two pistons 30 and 31 and the cam N are then shifted to the extreme left, that is, tothe positions shown in the drawing, by the air pressure on piston 30. YThe pistons and cam i are then in what I will term their high speed position. Air pressure is at times supplied to the right-hand end of cylinder' 38 from the same source by a third pipe 100. It, then, pipe 995 is opened to atmosphere, piston will move to the extreme left and pistons 30 and 31 and cam N will move to the right until they are stopped by a rod 32 projecting from piston 32, and so the cam N will then occupy an intermediate position. The pistons and cam then occupy what I will term theirintermediate speed position. It pipes 99 and 100 are both opened to atmosphere, pistons 30 and 31 will move to the right, and will move piston 32 to the right also, so that pistons 30 and 31, and the cam will then occupy extreme right-hand positions, which I will term their low speed position.

The cam N is so designed and proportioned that when it is in the extreme lett or high speed position, if the actual speed ot' Ythe vehicle exceeds a predetermined' high speed, such as miles per hour, the lower surface ot the cam will press downward on` stem 24 of valve D and will open this valve. When the cam N is in its intermediate speed position, it the speed of the vehicle exceeds an intermediate value, such as 35 miles per hour, the valve D will be opened. Vhen the cam N is in the extreme lwhich in turn is controlled by an intermediate speed magnet BM. This magnet and valve are so arranged that when the magnet is cle-energized the valve disconnects the pipe 100. from the main reservoir and connects this pipe with atmosphere throughY vpoint of contact 41 of relay RM, wire 39,

magnet MM, and wire 40 to the other terminal O of the source of current. TheV source ot current itself andthe parts of the circuit which do not pass through the parts of the apparatus shown in the drawing are omitted for the sake of simplicity. It will be seen that magnet MM is energized or deenergized according as relay RM is energized or not. The high speed magnet MH is similarly controlled by the upper point of a contact 41 of a high speed relay RH, the circuit for this magnet being obvious from the drawing'.` Therelays RH and RM are controlled by a polarized relay P in such manner that one relay or the other is energized according as armature contact 42 of the relay P is swung in one direction or the other. The circuit for relay RH is from one terminal B of a source of current through contact 42,-49 of relay P, wiresr43 and 44, relay RH and wire 45 to the other terminal O of the source of current. The corresponding circuit for relay RM iscontrolled by contact 42--50 of polarized relay P, and will be obvious from the drawing.

The circuits -which have just been traced for relays RH and RM are inthe nature of pick-up circuits, andare merely for the purposes of preliminary energization of these relays. Each relay is further provided with, a holding circuit including a contact controlled by a shoe 51 which is arranged to coact wit-h ramp rails A located in the traclway. This shoe 51 controls two contacts 46 and 52 which contacts are normally closed but are opened each time that shoe 51 is raised by a ramp rail A. The holding circuitfor relay RH is from one terminal B of a source of current, through contact 46, wire 4T, contact 48 of relay RH, wire 44, winding of relay RH, and wire 45 to the other terminal O ofthe same source of current. The circuit for relay RM is controlled by contact 52 and by a contact 48 ot the relay itself, and will be obvious from the drawing without further explanation.

One terminal of the polarized relay P is connected with a wheel or axle of the vehicle at the point indicated by the reference character Y, while the other terminal of this -relay is connected with the shoe 51 by means of wire 53. Means are provided in the trackway, as hereinafter explained, for at It follows that when the shoe 51engages with ramp rail A, relay P will be ener-` gized in one directionor the other according this -reservoirwith port 105.

as the positive terminal of the last-mentioned source of current is connected with the ralnip rail A or with the track railgoby v'iously,if this source of current is notconnected with lboth the ramp rail and the track rail, relay P will remain de-energized. I will assume for purposes of discussion that when the positive terminal of the trackway source is connected with the ramp rail A, relay P is energized in such direction asto close contact 42-49 and so to energize the high speed relay RH.

The valve QH, referred to hereinbefore, comprises a cylinder 101 containing a plunger 102. When this plunger is in its uppermost position, as shown in the drawing, pipe 3 is connected with pipe 4, but when the plunger moves downwardly it covers the opening to pipe and so prevents the flow of air vfrom pipe 3 to pipe 4. Plunger 102 is biased downwardly by. its own weight and by aspring 103, but is normally held in its elevated position `in .opposition to these kforces by the action of the air pressure in pipe 3 on the underside of the plunger. The position occupied by the plunger y1s deter.- Inined by the pressure on the upper side thereof, and this pressure is controlled in part by a slide valve 104 and in part by a timing valve GH. The upper end of cylinder 101 is constantlyv connected with the valve GH through a port 105 and a pipe 106. Vhenthe slide valve 104 is in its leftf hand position, as shown in the drawing, the upper end of cylinder 101 is opened to atmosphere through a cavity- 108 in the valve and an exhaust port 107, so that plunger 102 is then elevatedA as shown. When the slide valve 104 is in this left-hand position, air from the main reservoir .is supplied to a timing reservoir TH through a pipe 109, the chamber 111 in which valve 104 voperates, and a pipe 110. If, now, slide valve. 104 is shifted to the right, itwill disconnect port 105 from the exhaust port I107 and it will also disconnect the timing reservoir TH from the source of'air pressure and connect The pressure in the timingreservoir will then be applied tothe top o f plunger 102and since this pressure added vto the action of the spring 103 andthe weight'of the plunger will *over-v balance the` air pressurel on the under side ofthe plunger, the vplunger will be shifted to its lowest position. The pressure inthe timing reservoir will be gradually reduced, however, owing to the escape of air through the'. timing valve GH, as hereinafter explained, and hence whenl this pressure reaches a certain value, as determined by the force exerted by spring 103, the plunger 102 will ragain rise.` Thev time which will elapse before the plunger rises will depend on the rate of flow of air through the timing valve GH, and this rat-e is determined as follows:

The timingvalve GH comprises a chamber 112 into which the pipe 106 opens, and this chamber'is provided with an opening 113 leading to atmosphere. Working in this opening 113 is a tapered stem 114 which is attached to a cross bar 115 mounted at the lower end of the centrifuge rod 91. The

. position of the stem 114 in the opening 113 depends, then, on the speed of thevehicle.

Vhen the vehicle is at rest or is running l vreservoir TH is connected with the timing valve GH, the pressure in the reservoir changes vfrom the initial value (main reseri i voir pressure). to an ultimate value (at which plunges 102 rises) in a time interval which depends on the actual speed of the vehicle and the variation of this time inter- Aval in accordance with speed is such that thev lower the speed the greater the distance the vehicle will travel before plunger 102 rises. .At '65 miles per hour the opening to atmosphere from valve GH is maximum, and the pressure inthe l,reservoir TH then reaches its ultimate value almost instantly.

Returning now to the valve QH, the posivtion of the slide valve 104 is controlled by a piston 116 rigidly connected vwith the slide valve and operating in a cylinder'll. This piston and the slide valve are biased to the right by a spring 117, but when no other :force acts on vthe left-hand side of the piston the action of this spring is overbalanced by the main reservoir air pressure on the righthand side of the piston so that the slide valve is held in its eXtremeleft-hand position as shown. The pressure on the lefthand side of piston 116 is' governed by a double valve 118, which in turn is controlled bya magnet UH, the control being such that when the magnet is de-energized the lefthandend of cylinder 116 is opened lto atmosphere through a port 119, but that when the magnet is energized this end of the cylinder is disconnected from atmosphere and is connected with the main reservoir of the braking system through a pipe 120. Under this last-mentioned condition, the' `air pressures on the two sides of piston 116 are balanced, so that this piston and the slide valve 104 are shifted to the right by spring 117, Magnet UH is provided with a circuit which is controlled by the lower point of contact 41 of high speed relay RH, so that when this relay is energized, magnet UH is deenergized, and vice-versa.

Valve QM is governed by a timing reser-` voir TM, a timing valve GM, and a magnet UM, which parts are similar in all respects to the corresponding parts which govern valve QM, except as to valve GM. The parts of this valve GM are so proportioned that when the vehicle is at rest this valve is substantially closed, when the vehicle is running at miles per hour, the valve is wide open, and that at speeds between these two limits the area of opening of this valve varies in such manner that the lower the speed the greater the distance which the vehicle will travel before plunger 102 rises. Magnet UM is controlled by relay RM in the Same manner as magnet UH is controlled by relay RH. As shown in the drawing, relay RM is cle-energized, so that magnet UM is energized. Plunger 102 is in the elevated position, however, because it is assumed that slide valve 104a has been in the right-hand position long enough for the pressure in the timing reservoir TM to become reduced substantially to atmospheric value due to the flow of air through valve GM.

Referring now to Fig. 2, the reference characters H and HZL designatethe `track rails of a railway along which traffic normally moves in thedirection indicated Vby the arrow. These rails are divided by suitable means, such as by insulated joints 65, into a plurality of successive block sections J-K, K-L, etc. Located adjacent the entrance of each block is a signal which is designated by the reference character S with an exponent corresponding to the location of the signal. these signals forms no part of my invention, and hence is omitted from the drawing for the sake of simplification. signal is so controlled as to indicate stop when the lcorresponding' block is occupied, caution when the corresponding block is unoccupied and the block next in advance is occupied, and proceed when the corresponding block andthe'block neXt in advance are both unoccupied, for example, as shown in Fig. 2, the block immediately inadvance ot' location L is -occupied by a vehicle Z', so that signal SL indicates stop, signal SK indicates caution, and signal SJ indicates` proceed Located at or near the entrance end of each block is a ramp rail A, and located in the rear of each ramp rail A is a'second ramp rail A. Each ramp rail A is located in il e rear of the adjacent signal a distance The controlling means for EachV open contacts t'and 52 each time that the Y shoe passes over one of th-ese rails. Current' is at times supplied to each ramp rail A by anv adjacent source Yof current E, and, similarly, currentA is at times supplied to each ramp rail A by an adjacent source E. Considering Iirst ramp A, the supply of current therefore is controlled by contacts ,54 and operated by the adjacent signal S, the control being such that when the signal indicates proceed (see signal SJ) the positive terminal of the source E is connected with the ramp rail A and the negative terminal with the lower track rail H; but that when the Ysignal indicates caution (see signalSK), the polarity is reversed, so that the negative terminal of the source E is connected with ramp rail A and the positive terminal with the track rail H. When the signal indicates stop (see signal SL), the source E is disconnected from ramp rail A so that this rail is then dead.

The connection between each battery E andthe corresponding ramp rail A is controlledby a 'contact 56 operated by the adjacent signal, the cont-rol being such that the. positive terminal of the battery is connected with the ramp A when the adjacent signal indicates proceed or caution, but

that the connection is broken when the sig-Y nal indicates stop The operation of the entire apparatus is as follows:

Referring first to Fig. 2, I willassume that while the vehicle Z is in the position shown on the drawing, a second vehicle Z equipped with the apparatus shown in Fig. 1, approaches block J-Kand that the parts 0I' the apparatus on this second vehicle are in the positionsshown in Fig. l. As this second vehicle passes over ramp rail A in the rear of location J, the shoe 51 will Ybe elevated to open the holding circuit of the high speed relay RH, but at the same time polarv ized relay P will be energized in such direc-VV tion as to close the pick-up circuit for this relay, because the positive terminal of the adjacent source E is connected with this ramp rail. Then as the shoe 51 passes off of rail A', the holding circuitlfor this relay RH will be closed at contact 46'. High speed magnet MH consequentlyremains energized,

so thatthe vehicle can proceed at 65 miles per hour or less. Ramp rail A at location J is connected with the positive terminal of its battery E, 'so that theV same operation takes place as the vehicle passes over this ramp rail. The vehicle may then proceed into block J-K at full speed. Rail A immedi- Y ately inthe rear of location K is connected with the. positive terminal of its battery E', so that the same operation again takes place as the vehicle passes over this lramp rail.Y Ramp rail A at` location K is, however, connected with the negative terminal vof its bat- V.telry E, so thatas the vehicle passes over lergized, however, so that air is supplied to thecylinder 38 through pipe. 100, thereby 4moving piston 32a to the left. yCam N is then moved to the right until it is stopped and held in its intermediate speed position by piston rod 32a. lIf the vehicle is then travelling at a speed higher than 35 miles per hour, thisV cam will open valve D,

` the valve device V will move tothe left, so

Ywhereupon plunger 18 will descend, thus opening pipe 16 tothe interior of cylinder 9. The de-energization of relay RH causes magnet UH to become energized, so that slide valve 104 is shifted to the right, t-hus connecting reservoir TjH with Vthe upper end of cylinder 101. Plunger 102 will then move downwardly and so will disconnect pipe 3 from pipe 4. Of course, the parts must be so designed that valve QH will close before plunger 18 descends, If the speed of the vehicle is G5 miles per hour at this time, valve GH will be, wide open, so that the pressure in reservoir TH will almost instantly decrease to its ultimate value, that is, to such value that plunger 102 will again rise. Whenv this occurs, if valves V and Va are stillope-n, pipe 3 will be opened to atmosphere through pipes 4, 16, etc., andv so the valve device F will operate to cause an auto.- matic` application of the brakes.' The speed will then be reduced insubstantial accordance withcurves 74` and 74a. in Fig. 2, and

vwill stop at point 67. If, however, the engineer recognizes the indication given by signal SK and moves his brake valve handle to service position at or just before the moment that shoe 51 engages rampnrail A, pipe 6 willl be disconnected from atmosphere byf valve V and so an automatic application of the brakes will be prevented.' Assuming that the engineer operates the brake valvev handle as just described, then after the predetermined service brake application has` been effected, thepistons 10, 15v andv11 of that the engineer may thereupon return his brake valve handle to the lap position and the automatic brake application will still be prevented. The speed of the vehicle will then be gradually reduced substantially in accordance with the curve 74, and when` the per hour, cam N will allow valve D to close, so that plunger 18.will rise; the engineer may then release the brakes by the Vproper manipulation of his brake valve handle and Aspeed is reduced to slightly under 35 miles the'vehicle may proceed at a speed of 35 miles per hour or less, as indicated by line until vramp rail A is reached. That is, the engineer may release the brakes at the point .71- in Fig. 2 or shortly thereafter,

without causing an automatic: brake application. I will vnowassume that when the vehicle passes point K its speed is 60 miles per hour. The area of the orifice of valve lGH will then be less than before, so that an appreciable time interval will elapse before plunger 102 will rise; that is, valve QH will not connect pipe 3 withpipe 4 until the vehicle reaches the point 68 in Fig. 2. If, upon reaching this latter point, the engineer fails to apply` the brakes, valve device ,F f

will act to cause an automatic application, whereupon the vehicle will again be brought to restat substantially the point 67. If, however, the engineer manipulates the brake valve handle t0 cause a brake application at or just before the vehicle reaches the point 68, pipe H Gwill be disconnected from atmosphere and so the automatic application will be pre-vented. If` the engineer effects thel predetermined' brake application and then moves his brake valve handle to the 'lap position, the speed of the vehicle will be gradually reduced in accordance with the curve 74, and the brakes `may be released as before at point 71. If the speed of the `vehicle at .point K is 50 miles per hour,`the automatic application will be delayed until the vehicle reaches point 69, so that the engineer may delay' the manual application until just before the vehicle reaches this point, and may release the brakes at point 71. It follows,`then, that the lower the. speedof the vehicle at location K, the greater will be the time interval before the automatic brake application occurs, and so the greater will be the distance which the vehicle may proceed into the block before it is necessary for the engineer to cause a manual `application of the brakes. Assuming that a manual ap,- plicationis alwaysmade just before an automatic application would occur, it follows that regardless of the speed of the vehicle it'will always be reduced to a speed of 35 miles yper hour at substantially the point 71, and that the brakes may then be released at the latter point. Y w v Ramp A. in the rear of. point L is disconnected from its source of current so that as the shoe 51 passes over this ramp rail, the

intermediate speed relay RM will become deenergized. This causes de-energization of the intermediate speed magnet MM, so that the right-hand end of cylinder 38 is disconnected from the supply of air and is connected with atmosphere. Cam N then moves to its extreme right-hand or low speed position. If the vehicle is then travelling at 15 miles per hour or more, the cam N will again open valve D, whereupon plunger 18 will again move downwardly to connect .ipe 16 with the interior of valve device 'i The energization of relay RM at location K has caused magnet UM to become de-energized, so that slide valve 104ia has been returned to its left-hand position, thus permitting timing reservoir. TM to become charged to full pressure from the main reservoir. 0n reaching ramp rail A' in the rear of signal SL, relay RM again becomes de-energized, thus causing energization of magnet UM, which in turn causes the slide valve 104eEl to be shifted to the right. The pressure in timing reservoir TM is then applied to the upper' surface of plunger 102, so that this plunger descends prior to the descent of plunger 18. If the speed of the vehicle at ramp rail A is miles per hour, the timing valve GM will be wide open, so that the pressure in reservoir TM will be reduced to its ultimate value almost instantly, whereupon plunger 102?L will again rise. If the engineer does not apply the brakes manually Apriorto this operationof plunger 102:1, an

automatic application of the brakes will occur, so that the speed ofthe vehicle will be reduced substantially in accordance with curves 76 and 76, whereupon the vehicle Will be brought to a stop atpoint 65, that is, at or in the rear of signal SL. If, however, at or justprior to the instant that shoe 51 contacts with ramp rail A the engineer moves his brake valve handle to the. service position, the automatic application of the brakes will be prevented and the brake valve handle can be returned tofthe lamp position after the predetermined service application has become effective. The'speed of the vehicle will then be reduced substantially in accordance with curve 76 and when the-'point 73 is reached, that is, when the speed of the vehicle is reduced to 15 miles per hour, the brakes may be released and the vehicle may proceed at 15 miles per hour or less in'to the block occupied by the vehicle Z'. Assuming now that the speed of the-vehicle at ramp rail A is only 20 miles per hour, the area of the orifice of valve GM is considerably rless than before, so that Vplunger 102a will not rise unt-il the vehicle reaches point 7 0. If the engineer causes a manual application of the brakes at or before point is reached,

the automatic application will be. prevented and the brakes may again be released at point 73. It will thus be seen that the lower the speed of the vehicle at ramp rail A', the farther the vehicle may proceed beyond this point before it is necessary for the engineer to move the b-rake valve handle to avoid an application of the brakes. It

follows, then, that regardless of the speedof the vehicle v(as long as it is between 15 and 35 miles per hour) at ramp rail A', the engineer may by proper manipulation of the brake valve handle, control the train so that the speed will always be reduced to 15 miles per hour at substantially the point 7 3.

Of course, if the speed of the vehicle does not exceed 35 miles per hour between points K and A', cam N will not open valve D,so

that no automatic application of the brakes will occur between .these points. Similarly, if the speed ofthe vehicle does not exceed 15 miles per hour between ramp rails A and A at location L, valve D will not be opened Aand so no automatic application of the brakes will occur.

While lthe vehicle Z is passing through block J-K, if the speed should at anyT instantexceed 65 miles per hour, cam N will open valve D and so will cause an automatic application of the brakes unless a manual application is made as soon as such speed is exceeded. In other words, the apparatus V imposes a continuous high speed limit, as well as other limits, under given conditions.

Where, in the accompanying claims l have used the expression danger conditions in advance, or expressionsV of like import, I

refer to the conditions which exist when vehicle enters the block in the rear of an occupied block, or whenthe vehicle passes apparatus V which imposes certain limits on the speed of the vehicle, 'the high speed condition of this apparatus being its proceed condition, and both the intermediate and the low speed conditions of this appara- Vtus being danger conditions. y

I do not in the present application claim the combination of automatic apparatus for applying the brakes, and manually operable means effective under certain conditions to prevent operation of said apparatus, such combination being disclosed and claimed in my co-pending application filed onthe 12th day of September, 1918, Serial No. 253,747, for railway traiic controlling apparatus.

I do not in the present application make any claim for the broad combination of automatic apparatus for applying the brakes and means for preventing the automatic aparatus from functioning if the brakes are applied by the operator of the vehicle, such combination being disclosed and claimed in my co-pending application, Serial No. 253747, filed on the 12th day of September, 1918, for railway traffic controlling apparatus. f

Although I have herein shown and described only one form of apparatus embodying my invent-ion, it is understood that various changes and modifications may be made therein Within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway traffic controlling apparatus comprising means on a vehicle controlled from the trackway for permitting maximum speed under clear traflic conditions in advance and for applying the brakes if the vehicle exceeds a fixed sub-maximum speed limit under restrictive trafiic conditions in advance, and slow-acting means on the vehicle set into operation when an indication of restrictive traffic conditions is received for preventing operation of said b-rake-applying means for a distance of vehicle travel which varies with the speed of the vehicle in such manner that the lower the speed the greater is the distance.

2. Railway traflic controlling apparatus comprising means on a vehicle controlled from the trackway for applying the b-rakes if the vehicle exceeds a fixed sub-maximum speed limit under restrictive traffic conditions, and slow-acting means on the vehicle set into operation when a restrictive indication is received for preventing operation of said brake-applying means for a distance of vehicle travel which varies with the speed of the vehicle in such manner that the lower the s ed the greater is the distance.

3. vailway traic controlling apparatus comprising a railway vehicle, a fluid pressure reservoir thereon,means on the vehicle controlled from the trackway for varying the pressure in said reservoir at a rate dependent upon the speed of the vehicle when traffic conditions in advance are dangerous, and brake application means on the vehicle controlled by the pressure in said reservoir.

4. Railway trafliccontrolling apparatus comprising a railway vehicle. a fluid pressure reservoirthereon, means on the vehicle controlled from the trackway for maintaining a constant pressure in said reservoir or :for initiating a change in said pressure according to traffic conditions in advance, means on the vehicle for causing the rate of variation of the pressure in said reservoir to be dependent upon the speed of the vehicle, and brake application means on the vehicle controlled by the pressure in said reservoir.

5. Railway traffic controlling apparatus comprising a railway vehicle, a fluid pressure reservoir thereon, means on the vehicle controlled from the trackway for maintaining a constant pressure in said reservoir or for initiating a change in said pressure according to traffic conditions in advance, means on the vehicle for causing the rate of variation of the pressure in said reservoir to be dependent upon the speed of the vehicle, and brake application means on the vehicle controlled by the pressure in said reservoir and set into operation. upon the completion of a. predetermined change of the pressure in the reservoir.

6. Railway traffic controlling apparatus comprising a vehicle, a fluid pressure reservoir thereon, an exhaust orifice, means on the vehicle controlled from the trackway for connecting said reservoir with a source of fluid pressure or with said orifice according to traffic conditions in advance, speedresponsive means on the vehicle for varying the area of said orifice, and brake application means on the vehicle controlled by the pressure in said reservoir.

7 Railway traflic controlling apparatus comprising means on a vehicle controlled from the trackway and operative when a restrictive indication is received to determine a fixed sub-maximum speed limit, a brake application device controlled by said means and set into operation if the vehicle exceeds said speed limit, and apparatus interposed between said means and said device for preventing application of the brakes for a distance of vehicle travel which varies with the speed of the vehicle in such manner that the lower the speed the greater is the distance.

8. Railway traffic controlling apparatus comprising means on a vehicle controlled from the trackway for giving a caution indication and a danger indication, apparatus on the vehicle for applying the brakes if the vehicle exceeds a fixed sub-maximum speed when the caution indication is received, and a lower fixed sub-maximum speed when the danger indication is received, a slow-acting device set into operation when said caution indication is received for delaying the brake application for a variable distance interval of vehicle travel depending on the vehicle speed, and a second slowacting device set into operation when the danger indication is received for delaying the brake application for a variable distance interval of vehicle travel dependin on the speed of the vehicle.

9. Railway tra-Hic controlling apparatus comprising means on a vehicle controlled from the trackway for giving a caution indication and a danger indication, apparatus on the vehicle for applying the brakes if' the vehicle exceeds a fixed sub-maximum speed when the caut-ion indication is received, and a lower fixed sub-maximum speed when the danger indication is received, and slow-acting means set into operation. when either of said indications is received for delaying the brake application for a variable distance interval of vehicle travel depending on the speed of the vehicle.

10. Railway traffic controlling apparatus comprising means on a vehicle controlled from the trackway for determining a fixed sub-maximum speed limit under restrictive traffic conditions, slow-acting apparatus set into action when a restrictive indication is received on the vehicle and requiring for its operation a. distance of vehicle travel which varies with the speed of the vehicle in such manner that the lower the speed the greater is the distance, and a device ou the vehicle for applying the brakes when the operation of said slow-acting apparatus is completed ifthe speed of the vehicle then exceeds said fixed limit.

11. Railway tra-flic controlling apparatus comprising a railway vehicle, means thereon controlled by the speed of the vehicle and arranged to change from an initial condition to an ultimate condition in a distance interval which varies with the speed of the vehicle in such manner that the lower the speed the greater the interval, brake application apparatus set into operation when said means reaches the ultimate condition, and 'means controlled from the trackway for setting said means into operation.

12. Railway traflic controlling apparatus comprising a railway vehicle, means thereon controlled by the speed of the vehicle and arranged to change from an initial condition to an ultimate condition in a distance interval which varies with speed in such manner that the lower the speed the greater the interval, apparatus on the vehicle :tor setting said means into operation under dangerous trafiic conditions in` advance, and brake application apparatus set into operation when said means reaches the ultimate condition if' the speed of the vehicle then exceeds a fixed sub-maximum value.

13.- Railway traffic controlling apparatusk distance of vehicle travel which varies with,

the speed of the vehicle in such manner that the lower the speed thev greater is the distance.

15. Railway traffic controlling apparatus comprising a vehicle, brake application ap-.

paratus thereon, a speed responsive device on the vehicle, a cam shifted in one path by said speed responsive device, means on the vehicle controlled by traffic conditions in advance for shifting said cam in another path to impose fixed speed limits on the vehicle, means on the vehicle controlled by said cam for setting said brake application apparatus into operation when the actual speed exceeds the permissive speed as de-n termined by the position to which said cam is shifted by said means, and slow-acting means for delaying the operation of said brake application apparatus for an interval of distance which is dependent upon the speed of theivehicle.

16. Railway trafiic controlling apparatus comprising a vehicle, automatic apparatus thereon controlled by traffic conditions in advance for causing an application of the brakes if the speed of the vehicle exceeds a fixed value under restrictive traffic conditions, means for delaying the application of the brakes regardless of vehicle speed for a variable distance of vehicle travel which depends on the speed of the vehicle, and means acting when the brakes have been applied manually by the operator of the vehicle for preventing an application by said automatic apparatus.

17. Railway trafiic controlling apparatus comprising slow-acting means on a vehicle requiring for its operation a variable distance of vehicle travel depending on the speed of the vehicle, means controlled from the trackway for setting said means into operation when a restrictive indication is received, apparatus on the vehicle for applying the brakes when the operation of said slow-acting means is completed if the speed of the vehicle then exceeds a fixed sub-maximumv value, and means on the vehicle for preventing operation of said brake-applying apparatus upon completion of the operation of said slow-acting means even though plied manually by the operator ofthe v'eicle.

18. Railway trac controlling apparatus comprising means on a vehicle controlled from the trackway and effective under restrictive traffic conditions to cause an automatic application of the brakes if the speed of the vehicle exceeds a fixed sub-maximum speed, slow-acting means on the vehicle set into operation when an indication of restrictive traffic conditions is received for delaying the automatic brake application for a variable distance of vehicle travel depending on speed, and means for preventing an automatic brake application at the end of said distance even though the speed exceeds said fixed value if the brakes have already been applied by the operator of the vehicle.

19. Railway trafiic controlling apparatus comprising means on a vehicle controlled from the trackway and effective under restrictive trafiic conditions to cause an automatic application of the brakes if the speed of the vehicle exceeds a fixed sub-maximum speed, slow-acting means on the vehicle set into operation when an indication of restrictive traffic conditions is received for delaying the automatic brake application for a variable distance of vehicle travel depenol` ing on speed, and means for preventing an automatic brake application at the end of said distance even though the speed exceeds said fixed value if the engineers brake valve handle is then in brake-'applying position.

20. Railway traffic controlling apparatus comprising means on a vehicle controlled from the trackway and effective under restrictive trafic conditions to cause an automatic application of the brakes if the speed of the vehicle exceeds a fixed sub-maximum speed, slow-acting means on the vehicle set into operation when an indication of restrictive traffic conditions is received for delaying the automatic brake `application for a variable distance of vehicle travel depending on speed, and means for preventing an automatic brake application at the end of said distance even though the speed exceeds said fixed value if a brake application of given force has already been made by the operator of the vehicle.

21. Railway trafc controlling apparatus comprising vehicle-carried means controlled from the trackway and operating to automatically apply the brakes upon a change from a more favorable to a less favorable traffic condition if the speed of the vehicle exceeds a given value, and means also on the vehicle for delaying such application for a distance of veh1cle travel which varies with the speed of the vehicle in lsuch manner that the lower the speed the greater the distance.

22. Railway traffic controlling apparatus comprising vehicle-carried means controlled from the trackway for automatically applying'the brakes upon a change from a more y favorable to a less favorable traffic condition if the speed of the vehicle exceeds a given value, means for delaying such application for an interval of distance which depends on the speed of the vehicle in such manner that the higher the speed the shorter the distance, and means on the vehicle for preventing such automatic application if the engineer takes suitable action during said interval.

23. Railway traic controlling apparatus comprising vehicle-carried means controlled from the trackway for automatically applying the brakes upon a change from proceed to caution traffic conditions if the speed of the vehicle exceeds a given value, means for delaying such application for a distance interval which varies with speed in such manner that the lower the speed the greater the distance, and means on the vehicle for preventing such automatic application if the engineer takes suitable action during said delay.

24. Railway traffic controlling apparatus comprising a vehicle, means thereon Aarranged to change from an initial condition to an ultimate condition in a distance interval which varies with the speed of the vehicle in such manner that the lower the speed the greater the interval, brake applying apparatus set into operation when said means reaches said ultimate condition if the speed of the vehicle exceeds a given value, means controlled from the trackway for setting said means into operation, and mechanism under the control of the engineer for preventing a brake application after said means reaches its ultimate condition.

25. Railway traffic controlling apparatus comprising a. vehicle, means thereon ar` ranged to change from an initial condition to an ultimate condition in a distance interval which varies with the speed of the vehicle in such manner that the lower the speed the greater the interval, brake applying apparatus set into operation when said means reaches said lultimate condition if the speed of the vehicle exceeds a given value, means controlled from the trackway for setting said means into opera-tion, and mechanism under the control of the engineer for preventing a brake application after said means reaches its ultimate condition if the engineer takes suitable action prior to the time that said means reaches its ultimate condition.

26. Railway traffic controlling apparatus vehicle travel depending on speed in such manner that the lower the speed the greater the interval, and mechanism for preventing such automatic application of the brakes if the engineer takes suitable action during the operation of said slow-acting means.

In testimony whereof I afIiX my signature.

FRANK H. NICHOLSON. 

